U.S. patent number 6,933,837 [Application Number 10/056,640] was granted by the patent office on 2005-08-23 for trailer based collision warning system and method.
This patent grant is currently assigned to Altra Technologies Incorporated. Invention is credited to Richard A. Gunderson, David Thiede.
United States Patent |
6,933,837 |
Gunderson , et al. |
August 23, 2005 |
Trailer based collision warning system and method
Abstract
A trailer based collision warning system includes one or more
side object detection sensors, one or more backup assist sensors, a
driver vehicle interface, and trailer-mounted display units
operating essentially independent of the tractor with all detection
and warning system equipment mounted on the trailer. The trailer
based collision warning system is coupled to industry-standard
tractor to trailer wiring to provide the trailer with power and
signals such as left turn indication and right turn indication. The
side and rear sensors detect the presence and location of objects
and transfer this information to a driver vehicle interface device
located on the trailer. The system can also be equipped with video
cameras with a means of automatically activating the camera in the
area where a hazard condition has been detected. The driver vehicle
interface determines the nature of the information and/or warning
needed by the driver and provides this information in the form of
signals sent to displays that can to assist the driver in safely
maneuvering the trailer. The collision warning system can also
operate in a security mode.
Inventors: |
Gunderson; Richard A. (Eden
Prairie, MN), Thiede; David (Eden Prairie, MN) |
Assignee: |
Altra Technologies Incorporated
(Watertown, MN)
|
Family
ID: |
27609309 |
Appl.
No.: |
10/056,640 |
Filed: |
January 25, 2002 |
Current U.S.
Class: |
340/436; 180/167;
340/435; 701/301; 340/903; 180/274; 180/169; 180/271 |
Current CPC
Class: |
B60R
21/013 (20130101); B60Q 9/008 (20130101); B60R
2021/0069 (20130101); B60R 21/0134 (20130101) |
Current International
Class: |
B60R
21/01 (20060101); B60R 21/00 (20060101); B60Q
001/00 () |
Field of
Search: |
;340/901,903,436,435,437,438,441 ;180/169,274,275,282,167,271
;307/9.1,10.1 ;701/46,48,301,45 ;280/735,423.1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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19702688 |
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Jul 1998 |
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DE |
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197 02 688 |
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Jul 1998 |
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DE |
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909959 |
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Apr 1999 |
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EP |
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0 909 959 |
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Apr 1999 |
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EP |
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WO-95/01890 |
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Jan 1995 |
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WO |
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WO-99/42856 |
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Aug 1999 |
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WO |
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Other References
"Blind-Sight Collision Avoidance System", Blind-Sight Product
Brochure,(1997). .
"Driver's Manual for the CL-400 Reverse Parking Aid", TICI Software
Systems Ltd. and Silcon Heights Ltd., Rechovot, Israel,(Jun.
1997),1-9. .
"ECCO Scan Product Literature", (1996). .
"Sonar Safety Systems Product Information", (1996). .
Benites, E. , "A Demonstration of Multisensor Tracking", Naval
Weapons Center, China Lake, CA, 307-311. .
Blackman, Samuel S., "Multiple--Target Tracking with Radar
Applications", Artech House, Inc., Norwood, MA,(1986),pp. 98-107,
368-381..
|
Primary Examiner: Goins; Davetta W.
Attorney, Agent or Firm: Schwegman, Lundberg, Woessner &
Kluth, P.A.
Claims
What is claimed is:
1. A trailer based collision warning system comprising: a sensor; a
sensor control unit coupled to the sensor, the sensor control unit
having a signal processor to determine a presence of a hazard and a
controller to control multiple sensors, the sensor control unit
capable of determining an object within a predetermined field of
view for each sensor coupled thereto, and within a predetermined
detection range; a driver vehicle interface coupled to the sensor
control unit, the driver vehicle interface configured to receive
signals from the sensor control unit representative of objects
determined by the sensor control unit; an alarm unit coupled to the
driver vehicle interface capable of providing a representation of
objects detected by the sensor control unit, wherein the trailer
based collision warning system is adapted for mounting to a
trailer; and a security feature built into the driver vehicle
interface that utilizes existing collision warning sensors of one
or more types along with additional sensors capable of determining
alarm conditions, wherein the alarm conditions include unauthorized
opening of trailer doors, unauthorized opening of fluid valves,
unauthorized movement of the trailer, and movement of persons in
close proximity to the trailer for a preprogrammed period of
time.
2. The trailer based collision warning system of claim 1, wherein
the security alarm unit has a security mode activated with a key
switch mounted on the side of the trailer.
3. The trailer based collision warning system of claim 2, wherein
when an alarm condition is detected, a high volume audible alarm is
sounded for a period of approximately 30 seconds once every five
minutes until the alarm condition is eliminated or the key switch
mounted on the side of the trailer is turned off, the audible alarm
on/off periods of time being programmable.
4. The trailer collision warning system of claim 1, further
including a wireless communication system coupled to the security
alarm unit, wherein the security alarm unit upon determining an
alarm condition automatically activates the wireless communication
system to transmit a security alarm code to a land-based
terminal.
5. A trailer based collision warning system comprising: a first
sensor control unit having at least one sensor coupled thereto, the
first sensor control unit having a first signal processor to
determine a presence of a hazard and a first controller to control
multiple sensors, the first sensor control unit capable of
determining an object within a predetermined field of view for each
sensor coupled thereto, and within a predetermined detection range;
a first driver vehicle interface coupled to the first sensor
control unit, the first driver vehicle interface configured to
receive signals from the first sensor control unit representative
of objects determined by the first sensor control unit; a second
sensor control unit having at least one sensor coupled thereto, the
second sensor control unit having a second signal processor and a
second controller to control multiple sensors, the second sensor
control unit capable of determining an object within a
predetermined field of view for each sensor coupled thereto, and
within a predetermined detection range; a second driver vehicle
interface coupled to the second sensor control unit, the second
driver vehicle interface configured to receive signals from the
second sensor control unit representative of objects determined by
the second sensor control unit, the second driver vehicle interface
coupled to the first driver vehicle interface; an alarm unit
coupled to the first driver vehicle interface capable of providing
a visual representation of objects determined by the first and
second sensor control units, wherein the trailer based collision
warning system is adapted for mounting to a trailer.
6. The trailer based collision warning system of claim 5, wherein
the predetermined detection range is programmable for each
sensor.
7. The trailer based collision warning system of claim 5, wherein
the system includes: a sensor to determine the speed of the
trailer, a detector to determine that the trailer is slowing down,
and a brake light interface to activate the brake lights on the
trailer when the trailer is slowing down.
8. The trailer based collision warning system of claim 5, wherein
the first driver vehicle interface and the first sensor control
unit perform a built-in test function, and the second driver
vehicle interface and the second sensor control unit perform a
built-in test function each time power is applied to the trailer
based collision warning system and continue to perform built-in
test functions while the trailer based collision warning system is
in operation, and wherein a malfunction in the trailer based
collision warning system is reported by the first driver vehicle
interface through the alarm unit.
9. The trailer based collision warning system of claim 5, wherein
the first sensor control unit, the first driver interface unit and
the alarm unit are adapted for mounting to a first trailer, wherein
the second sensor control unit, and the second driver interface
unit are adapted for mounting to a second trailer when the first
trailer and the second trailer are coupled together.
10. The trailer based collision warning system of claim 9, wherein
the first driver interface unit is coupled to the second driver
interface unit by a tractor trailer cable coupled between the first
trailer and the second trailer used to provide power and turn
indications with additional signals passed between the first and
second driver interface units using power line carrier interface
circuits coupled to the vehicle battery power wiring.
11. The trailer based collision warning system of claim 5, wherein
the first driver vehicle interface communicates with the second
driver vehicle interface using wireless data transceivers mounted
in each driver vehicle interface.
12. The trailer based collision warning system of claim 1, wherein
the predetermined detection range is programmable for each
sensor.
13. The trailer based collision warning system of claim 1, wherein
the system includes: a sensor to determine the speed of the
trailer, a detector to determine that the trailer is slowing down,
and a brake light interface to activate the brake lights on the
trailer when the trailer is slowing down.
14. The trailer based collision warning system of claim 1, wherein
the driver vehicle interface and the sensor control unit perform a
built-in test function each time power is applied to the trailer
based collision warning system and continue to perform built-in
test functions while the trailer based collision warning system is
in operation, and wherein a malfunction in the trailer based
collision warning system is reported by the driver vehicle
interface through the alarm unit.
15. The trailer based collision warning system of claim 1, wherein
the driver interface unit includes a processor and memory for
directing the sensor control unit, receiving information from the
sensor control units, and controlling the alarm unit.
16. The trailer based collision warning system of claim 1, wherein
the alarm unit includes units capable of providing visual and audio
representations of objects determined by the sensor control
unit.
17. The trailer based collision warning system of claim 1, further
including a direction of motion sensor to provide direction
information to the sensor control units or the driver vehicle
interface.
18. The trailer based collision warning system of claim 17, wherein
the direction of motion sensor is adapted for sensing the direction
of rotation of a trailer axle or a trailer wheel.
19. The trailer based collision warning system of claim 17, wherein
the direction of motion sensor is a Hall effect sensor.
20. The trailer based collision warning system of claim 1, further
including a black box recorder coupled to the driver vehicle
interface for recording information about the trailer.
21. The trailer based collision warning system of claim 20, further
comprising a G-Force switch coupled to the black box for detecting
a collision, and a rollover sensor coupled to the black box for
detecting a rollover condition, wherein the recording of
information is automatically terminated by a collision or by a
rollover condition.
22. The trailer based collision warning system of claim 20, wherein
the information recorded includes status of the trailer based
collision warning system, status of individual components of the
trailer based collision warning system, and location and rate of
closure information for all objects near the trailer.
23. The trailer based collision warning system of claim 20, wherein
the information recorded includes information recorded for a
predetermined period of time before a collision.
24. The trailer based collision warning system of claim 23, wherein
the predetermined period of time is programmably set in the black
box recorder.
25. The trailer based collision warning system of claim 23, wherein
the predetermined period of time for which information is stored
before a collision is about four minutes.
26. The trailer based collision warning system of claim 1, further
including a wireless communication system coupled to the driver
vehicle interface capable of transmitting and receiving information
related to the trailer to which the trailer based collision warning
system is mounted.
27. The trailer based collision warning system of claim 26, wherein
the information transmitted by the wireless communication system
includes status of the trailer based collision warning system,
status of individual components of the trailer based collision
warning system, driver performance information, near-accident data,
or actual accident data.
28. The trailer based collision warning system of claim 27, wherein
the wireless communication system is configurable for transmitting
the information to a predetermined location on demand, at specific
time intervals, or based on predetermined events.
29. The trailer based collision warning system of 27, wherein the
information is stored in the memory of the driver vehicle interface
or in a black box recorder coupled to the driver vehicle
interface.
30. The trailer based collision warning system of 26, wherein the
wireless communication system includes a processor and memory for
storing information related to the trailer, driver performance,
near-accident data, or actual accident data.
Description
TECHNICAL FIELD OF THE INVENTION
The present invention relates generally to sensor based systems,
and more particularly to a vehicle mounted collision avoidance
system, which warns drivers of potential collisions.
BACKGROUND OF THE INVENTION
High traffic loads fill today's roads and highways with a wide
variety of vehicle types. Maintaining vehicle safety on these roads
is of paramount importance. Two particular problems in maintaining
safety is the size differentials among the wide variety of vehicle
types and the poor visibility drivers experience due to the
inherent design of the larger vehicles. Motorcycles and passenger
vehicles are much smaller than the trucks that use the same roads.
Large trucks have significant blind spots in which they cannot see
other vehicles. Attempts have been made to educate the public on
the NO-ZONE of blinds spots around a large truck. Regardless,
accidents often occur during the operation of large trucks on rural
and urban roads. Providing large trucks with collision warning
systems has the potential of greatly reducing accidents, injuries,
and deaths.
Sonar Safety Systems of Santa Fe Springs, Calif. has a rear-mounted
ultrasonic sensor system that detects objects behind the vehicle
while backing up. Objects are detected within three distance zones
from the rear of the vehicle. When an object is detected in one of
the zones, audible and visual feedback is provided to the driver.
The detection zones generally cover areas within ten (10) feet of
the rear of the vehicle. This system is limited in that it is
designed for single chassis vehicles up to and including commercial
straight trucks. It requires the processing unit and display to be
inside the cab of the vehicle. It does not address the needs of
combination tractor trailer rigs and does not provide any side
collision warning capability.
Transportation Safety Technologies of Indianapolis, Ind. has an
ultrasonic sensor system that is designed to incorporate up to
seven sensors to monitor the areas on the sides and rear of a
vehicle. In the case of a combination tractor trailer rig, it can
monitor the sides of a tractor, the sides of trailers, and the rear
of a trailer. Driver feedback is provided through a Driver Alert
Module located in the cab of the vehicle. This system has
limitations in that it is limited to a maximum of seven sensors and
the tractor and trailer both need to be equipped with the
Transportation Safety Technologies product. If the tractor is so
equipped and the trailer is not, the system is limited to monitor
the blind spots on the sides of the tractor with no protection
around the trailer. If the trailer is equipped with this system and
the tractor is not, the trailer sensors are useless since they rely
on the Driver Alert Module in the tractor of the combination
tractor-trailer rig. In this case there is no collision warning
detection at all.
The combination tractor-trailer rig presents a unique set of
problems not previously addressed by manufacturers of collision
warning systems. These problems include the following: (a) previous
collision warning systems required electronic devices and feedback
mechanisms to be installed on or in the tractor, (b) the company
that provides the tractor is often different from the company that
owns the trailer, (c) there are three times as many trailers in the
marketplace as there are tractors, and (d) one tractor may pull
many different trailers during the course of a day, week, month, or
year. In cases where a tractor is equipped with a collision warning
system, in most cases that tractor is not pulling a trailer
equipped with a collision warning system. In cases where a trailer
fleet owner is interested in implementing collision warning on
their trailers, they can't be assured that the independent
owner-operators that they hire to pull the company's trailers will
be using tractors equipped with a collision warning system.
Trailers are equipped with brake lights to warn vehicles traveling
in close proximity behind the trailer that the trailer is slowing
down. However, truck drivers often use the engine and transmission
to slow down the vehicle without activation of the brakes. This
takes away the benefits of brake lights as a visual warning for
drivers of other vehicles. A means is needed to warn drivers of
other vehicles that the trailer is slowing down.
Tandem trailers (i.e. two trailers pulled behind a single tractor)
also present a unique set of problems. To-date there has not been a
collision warning solution for tandem-trailers. A trailer-based
collision warning system needs to address this unique set of
needs.
Since the rear of trailers, and to a lesser extent the sides of the
trailer, present a major blind spot to the driver, improvements in
combination tractor-trailer safety will be limited unless a means
is found to provide automatic hazard detection and collision
warning on the trailer independent of the tractor pulling the
trailer and to provide a means of communicating visual alarms,
audible alarms, and video information to the driver.
Another trailer issue that requires attention is the theft of goods
and the hijacking of trailers. A means is needed to detect
unauthorized access to a trailer and unauthorized access to fluids
stored in tankers. In addition there is a need to detect hijacking
of trailers. In addition to the need to detect these security
violations there needs to be a means of scaring away the thieves
and/or providing an alert to police or the trailer fleet owner.
SUMMARY OF THE INVENTION
The present invention includes a system that overcomes the
previously described problem by providing an independent
self-contained collision warning system on a trailer. A trailer
based collision warning system includes side object detection
sensors, backup assist sensors, a driver vehicle interface, and a
trailer side display. The trailer based collision warning system
operates essentially independent of the tractor with all essential
system equipment mounted on the trailer. Most trailers on the
market today contain a seven-wire cable that plugs into the
tractor. This cable generally includes power, turn signal
indicators, and running light/marker light/brake light power. Newer
systems are equipped with nine or more wires including a data bus
interconnecting the tractor and trailer. The trailer based
collision warning system uses the power and turn signal indicators.
The system can incorporate data from future vehicle data bus
structures. The side and rear sensors detect the presence of an
object that could result in a collision, and provide this
information to the driver vehicle interface. The driver vehicle
interface determines the level of warning necessary, and provides
signals to the displays, which provides a warning indication to the
driver of a possible collision hazard.
In another embodiment of the present invention, visual warning is
provided regarding side object and/or rear object detection
including activating a display in a set pattern that is visible
through the side view mirrors. The display includes an array of
lights whose pattern of activation provides proximity hazard
information. The display includes information regarding status,
object range, and object direction, distinguishing side object
detection, and rear object detection.
In another embodiment of the present invention, information signals
are superimposed on existing battery power wires providing signals
for audible use by external systems. The information signals are
superimposed on the battery wire providing access by an audio
device adapted for use in a vehicle cigarette lighter outlet or a
vehicle auxiliary power outlet.
In another embodiment of the present invention, information signals
for external audible use are transmitted using wireless technology.
The information signals contain information provided by object
detection sensors.
In another embodiment of the present invention, a portable audio
receiver is adapted to receive audio signals superimposed on the
battery wire. The portable audio receiver is further adapted for
use with a tractor cigarette lighter outlet or vehicle auxiliary
power outlet, generally associated with the tractor pulling the
trailer. The low cost and portability of the portable audio
receiver make it practical to provide for each tractor hired to
pull the trailer.
In another embodiment of the present invention, information signals
are superimposed on the battery wire providing signals for audible
and visual feedback by external systems mounted in the cab of the
vehicle. In another embodiment of the present invention, signals
are transmitted by wireless technology for audible and visual
feedback by external systems mounted in the cab of the vehicle.
In another embodiment of the present invention, at least one sensor
is mounted on an axle or hub on a trailer for detecting direction
of motion. The direction information is supplied to a driver
vehicle interface for processing. Based on the driver vehicle
interface processing, signals are provided to one or more
displays.
In another embodiment of the present invention, a method for
recording data pertinent to driver performance, vehicle condition,
and/or data pertinent to a collision includes recording vehicle
status and collision warning sensor data, associating a time with
the data, and providing a "record stop" signal that can be
activated as a result of a collision.
In another embodiment of the present invention, a wireless
communications system includes a processor, memory, a transmitter,
and a receiver. The transmitter sends status information related to
the trailer to a land-based terminal for access by the trailer
fleet owner. The receiver accepts commands from the land-based
terminal to request the wireless communications system and/or the
collision warning system to take specific pre-programmed
actions.
In another embodiment of the present invention, a means for
providing trailer security includes apparatus and/or software for
activating a security mode, activating collision warning sensors
(representing one or more technologies) to detect motion of the
trailer or motion of objects in vicinity of the trailer, detecting
the opening of trailer doors, and/or detecting the opening of
valves on a tanker. If a security violation is detected, a security
audible alarm is sounded and/or a message is sent over the wireless
communication system to provide warning of a security violation in
process.
In another embodiment of the present invention, a driver vehicle
interface is configured on each of two trailers coupled as tandem
trailers being pulled by a single tractor. Each driver vehicle
interface is coupled to sensors providing side object detection (on
both trailers) and/or sensors providing rear object detection (only
required on rear-most trailer). The two driver vehicle interfaces
are coupled together to provide status information externally by
activating a display in an appropriate manner based on the status
information.
In another embodiment of the present invention, a set of video
cameras are used to monitor areas to the sides and rear of the
trailer. The video cameras are connected to the collision warning
system and to a video switch with a wireless link to the cab of a
tractor. The video switch is controlled by the collision warning
system to activate the video camera in the area of a detected
hazard condition.
In another embodiment of the present invention, the trailer-based
system detects that the trailer is slowing down and the system
automatically activates the trailer brake lights. This is necessary
because tractors often use the engine and transmission to slow down
the vehicle without activation of the brake. This presents a
hazardous condition for vehicles driving in close proximity to the
rear of the trailer resulting in them running into the back of the
trailer.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a block diagram of a trailer based collision warning
system depicting elements of the trailer warning system, in
accordance with the present invention.
FIG. 2 depicts the mounting of a trailer based collision warning
system on a trailer essentially independent of a tractor to which
the trailer is coupled, in accordance with the present
invention.
FIG. 3 is a block diagram of a sensor control unit depicting
elements for controlling sensors, signal processing, data
communications, and for voltage regulation.
FIG. 4 depicts a view of the left side of a tractor-trailer
indicating the mounting of a display on the left side of the
trailer in relation to the left side-view mirror of the tractor, in
accordance with the present invention.
FIG. 5 depicts a view of a trailer mounted display, in accordance
with the present invention.
FIG. 6 depicts a trailer mounted display having six LEDs mounted on
a vertical strip, in accordance with the present invention.
FIG. 7 depicts a block diagram for a trailer based collision
warning system having information signals superimposed on existing
tractor-trailer wiring for providing signals for audible use by
external systems, in accordance with the present invention.
FIG. 8 depicts a portable audio receiver system for receiving
warnings from a trailer based collision warning system, in
accordance with the present invention.
FIG. 9 depicts a trailer based collision warning system having
information signals for audible use generated by a data transceiver
in a trailer and received in the tractor, in accordance with the
present invention.
FIG. 10 depicts a portable audible driver feedback device for
receiving warnings from a trailer based collision warning system,
in accordance with the present invention.
FIG. 11 depicts a reverse sensor mounted on an axle of a trailer
for detecting direction of motion, in accordance with the present
invention.
FIG. 12 depicts a black box recorder used in conjunction with a
trailer based collision warning system, in accordance with the
present invention.
FIG. 13 depicts a wireless communication system used in conjunction
with a trailer based collision warning system, in accordance with
the present invention.
FIG. 14 depicts a block diagram of elements for a trailer based
security alarm system.
FIG. 15 depicts a truck having a tractor coupled to two trailers
with a trailer based collision warning system mounted on each
trailer, in accordance with the present invention.
FIG. 16 depicts the elements for detection that a trailer is
slowing down and for automatic activation of the trailer's brake
lights, in accordance with the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In the following detailed description of the preferred embodiments,
reference is made to the accompanying drawings, which form a part
hereof, and in which is shown by way of illustration specific
preferred embodiments in which the invention may be practiced. In
the drawings, like numerals describe substantially similar
components throughout the several views. These embodiments are
described in sufficient detail to enable those skilled in the art
to practice the invention, and it is to be understood that other
embodiments may be utilized and that logical, mechanical and
electrical changes may be made without departing from the spirit
and scope of the present inventions. The following detailed
description is, therefore, not to be taken in a limiting sense, and
the scope of the present invention is defined only by the appended
claims and their equivalents.
FIG. 1 shows a block diagram for the functional units of a trailer
based collision warning system 10. In an embodiment of the present
invention, objects are detected on the two sides and rear of the
trailer using right side sensor control unit 120, left side sensor
control unit 130, and rear sensor control unit 140. These sensor
control units communicate the detection results to a driver vehicle
interface (hereafter DVI) 100 that controls one or two display
units 160 that communicate visual and audio information to the
driver or to an input/output interface 110 that sends information
to other devices external to the collision warning system 10. The
sensor control units 120, 130, 140 control a plurality of sensors,
as will be discussed in further detail below. DVI 100 includes an
input/output unit 110 that receives power and signals, as well as
providing output signals. DVI 100 is coupled to tractor electrical
signals 115 by cable 252 to receive such signals as turn signals,
battery power, brake light controls, and other lighting controls.
Advantageously, the trailer based collision warning system
essentially operates independent of the tractor with all essential
equipment that is comprised in the trailer based collision warning
system 10 mounted on the trailer. Though DVI 100 receives power and
signals from outside the tractor, no significant modification to
the tractor needs to be implemented for mounting and using the
trailer based collision warning system. The power and signals to
DVI 100 use existing standardized cabling, which allows any trailer
having a trailer based collision warning system to be used with any
corresponding tractor that adheres to the standards set for
coupling a tractor and a trailer. Further, display unit 160, which
is mounted to the trailer, communicates hazard information to a
driver without the need for additional wiring between the tractor
and trailer.
FIG. 1 also depicts the optional feature of mounting multiple video
cameras, such as right side video camera 190, left side video
camera 170, and rear video camera 180, around the periphery of the
trailer as a means of giving the driver a "visual picture" of the
area in which a hazard condition exists. A video switch 150 is
controlled by DVI 100 to select a video camera based on detection
of a hazard condition in a particular area around the trailer.
Signals from the selected camera are converted to wireless form to
be transmitted to the tractor for display to a driver using a
wireless transmitter 155 within the video switch 150.
FIG. 2 depicts the mounting of the trailer based collision warning
system 10 to a trailer 250. DVI 100 is coupled to the standard
seven wire cable 252 with lines 210 for receiving power and
signals, such as turn signals, battery power, brake light controls,
and other lighting controls. DVI 100 is also coupled to the sensor
control units using a daisy chain bus system 280, providing
networking of information. The right side sensor control unit 120,
left side sensor control unit 130, and rear sensor control unit
140, all of FIG. 1, control a plurality of sensors. Sensor control
units 120, 130, 140 are labeled as 220, 230, 240, respectively, in
FIG. 2. DVI 100 is coupled by the bus system 280 to the left side
sensor control unit 230. The sensor control unit 230 controls
sensors 231-233. The sensor control unit 230 is coupled via the bus
system 280 to the sensor control unit 220. The sensor control unit
220 controls sensors 221-223. The sensor control unit 220 is
coupled via bus system 280 to the rear sensor control unit 240. The
control unit 240 controls sensors 241-243.
The bus system 280 is a standard interface in accordance with RS
485 serial link standard. The bus system 280 provides power and
data for the components of the trailer based collision warning
system. Alternately, a Controller Area Network (hereafter CAN) bus
can be used as bus system 280.
In accordance with the present invention, the sensor control units
220, 230, and 240 may be continually transmitting and receiving
signals as long as the trailer is connected to an operating
tractor, or selectively turned on and off by the controller. The
sensors controlled by sensor control units 220, 230, 240 are
operating to detect the presence of an object within their field of
view (FOV) having a set range. The set of sensors can include
various technologies among which are radar, ladar, ultrasonic,
infrared, video, and laser sensors. Each sensor technology has its
own advantage and disadvantage and for that reason each sensor
control unit may be connected to sensors of more than one
technology to achieve superior performance and reliability.
FIG. 3 shows a block diagram of a sensor control unit depicting
elements for controlling sensors, signal processing, data
communications, and for voltage regulation. A sensor control unit
300, which is typical of sensor control units 220, 230, 240,
includes controller 310, signal processor 330, data communications
320, and voltage regulator and protection circuitry 340. Controller
310 controls multiple sensors 350a-n, where each sensor has a
receiver and a transmitter. Further, multiple sensors 350a-n may
include sensors of varying technology types such as radar,
ultrasonic, laser, and infrared, among others. Signal processor 330
uses information from sensors 350a-350n to determine relative
presence of a hazard. Information is provided by sensor control
unit to external units by data communications 320. Further, voltage
regulator and protection circuitry 340 maintains sensor control
unit 300 in proper operating ranges. Further details of the
utilization of a sensor control unit in the trailer based collision
warning system will be provided in later discussions concerning
sensor control units 220, 230, 240.
In an embodiment of the present invention, a hybrid configuration
of sensor types is used in conjunction with a sensor control unit,
where each sensor type operates to detect an object within a set
distance from the trailer. This hybrid configuration includes
radar-sensors and ultrasonic sensors, where three sensors are used
with a sensor control unit.
The detection signals are supplied from each sensor control unit
220, 230, 240 to DVI 100. The presence of an object is communicated
to a driver by activating a display unit 160 of FIG. 1. The display
unit 160 can include a set of visual and audio means for
communicating information to a driver. FIG. 2 illustrates two
trailer mount displays 261, 262 as part of display unit 160, one
mounted on each side of the trailer 250. The trailer mount displays
include a set of vertical lights which when activated indicate to
the driver the presence of an object. The set of lights provides
information on system status, direction (left side or right side),
and relative distance of the detected object from the trailer.
Significantly, the warning information is provided to the driver
without relying on electronics in the tractor.
In FIG. 2, the driver in tractor 251 can view in mirror 253
information displayed on trailer mounted display 261 when turn
signals are active in the process of changing lanes or turning a
corner or when the vehicle is backing up. Likewise, the driver in
tractor 251 can view in mirror 254 information displayed on trailer
mounted display 262 when turn signals are active in the process of
changing lanes or turning a corner or when the vehicle is backing
up. Ambient light sensors built into trailer mounted display 261
and 262 provide input to DVI 100 such that it can control the
intensity of the indicators in the trailer mounted displays to
compensate for variations in outdoor light levels. Further details
of the components and alternate embodiments will be provided in the
discussions that follow.
DVI 100 controls the communication of hazard information to a
driver of tractor 251. DVI 100 operates from 12, 24, or 42 VDC
vehicle battery power with protection circuits to protect the
electronics from surges due to an overcharging alternator, reverse
voltage, electrostatic discharge, or noise on the battery power
wires. It also provides a system fuse or breaker. The housing of
DVI 100 effectively seals against all environmental conditions,
solvents, and sprays encountered on the exterior of a vehicle per
SAE J1455, and complies with SAE J1455 and with FCC requirements.
Further, DVI 100 is connectorized. Connectors utilize a locking
mechanism, are environmentally sealed, and provide highly reliable
electrical connections under continuous shock and vibration. DVI
100 mounts on a flat surface, typically under the trailer or inside
the trailer, utilizing screws inserted from the front of DVI 100.
Other mounting arrangements can be used for the specific needs of a
particular vehicle.
DVI 100 interfaces with two trailer mounted displays 261, 262
providing identical information to the left display 262 and to the
right display 261, regardless of whether or not a driver in tractor
251 can view both displays 261, 262 in the tractor mirrors 253,
254. For example, when turning right, there will be a period of
time when the left display 262 can not be viewed in left mirror
254, but the lights of display 262 will be activated if objects are
detected. DVI 100 provides the information to the displays 261, 262
using information from sensor control units mounted on the trailer,
and left turn and right turn signal information received from the
lines 210 coupled to the trailer through the cable 252 from tractor
251. DVI 100 also includes a programmable option to detect that the
4-way flashers are on indicating that the trailer is in reverse.
Further, DVI 100 is designed such that the data bus 280 can be
configured for RS485 or CAN and can be provided with an optional
interface to a J1939 vehicle data bus. Firmware resident in the DVI
and sensor assemblies 220, 230, and 240 can be easily upgraded at
time of installation as well as after installation.
The trailer based collision warning system is activated by the
ignition switch in the tractor. Built-in test functions are
performed by the DVI and all sensor control units when power is
initially applied. Built-in test functions continue to be performed
as the system is running to detect any sensor failures, processor
failures, or data communications failures. DVI 100 is compatible
with the built-in test functions provided by each sensor control
unit, such as 230, and each sensor such that malfunctions are
detected and reported. DVI 100 provides visual and audio
indications that it is fully functional when the trailer based
collision warning system 10 is powered up. The visual indication is
provided by activating all lights in the visual displays 261, 262.
If an optional external audio device is installed, the built-in
test function will activate the audio unit with a pleasant tone if
the built-in test results are positive. If a power-up build-in-test
(BIT) detects a system failure, the audio unit will be activated in
a less pleasant distinctive manner. DVI 100 operates in conjunction
with the sensor control units to coordinate, from the trailer 250,
communication of information to a driver of tractor 251, both
audibly and visually.
The volume of the audio function may be programmed with a fixed
sound level or may be equipped with an automatic volume control to
adjust the sound level to a level louder than the background noise
in the cab of the vehicle. In one embodiment described later in
this document, an audio device mounted in the tractor receives
audio information from the trailer using power line carrier
technology. In another embodiment described later in this document,
an audio device mounted in the tractor receives audio information
from the trailer using wireless technology.
Audible Feedback Table Rear detection range greater than 25' No
audible feedback Rear detection in range of 12' to 25' Single
audible pulse at the time the object is first detected Rear
detection in range of 8' to 12' One audible pulse every two seconds
Rear detection in range of 3' to 8' One audible pulse every second
Rear detection in range of 2' to 3' Two audible pulses every second
Rear detection in range of 1' to 2' Four audible pulses every
second Rear detection in range less than 1' Steady audible tone
squelched after 5 seconds Sudden change in the range to object
Steady audible tone, squelched behind the vehicle (as might be
after 5 seconds expected if a person or vehicle were to suddenly
move in behind the vehicle) Built-in test malfunction Four audible
pulses per second for a period of one second, than a one second
delay, and then a second burst of four audible pulses per second
for a period of one second, then no audible alarm Object detected
within 8 feet to the Two short pulses if left or right side of the
vehicle while moving turn signal is active forward Object detected
within a Two short pulses if left or right programmable range of 6'
to 2' to the turn signal is active side of the vehicle while the
vehicle is backing up Built-in test pass condition A two second
tone presented when built-in test is performed at the time power is
applied to the system
Hazard definition and audible alarm indicators are programmable.
The above table represents default parameters that can be easily
changed to suit the needs of a specific application or a specific
customer.
Each sensor control unit 220, 230, 240 shown in FIG. 2 is coupled
to three sensors. The sensor control units are similar to the type
A unit that is described in "System and Method for Warning of
Potential Collisions," U.S. patent application Ser. No. 09/621,748,
filed Jul. 21, 2000, assigned to the assignee of the present
invention, and incorporated herein by reference. Furthermore, a
stand-alone smart sensor is described in "System and Method of
Providing Scalable Sensor Systems Based on Stand Alone Sensor
Modules," U.S. patent application Ser. No. 09/505,418, filed Feb.
16, 2000, assigned to the present signee, and incorporated herein
by reference.
In an embodiment of the present invention, the sensor control units
consist of a combination of radar-based sensors units and
ultrasonic-based sensors. These sensors operate from 12 VDC vehicle
battery power, with protection circuits to protect the electronics
from surges due to an overcharging alternator, reverse voltage, or
electrostatic discharge. The sensors are certified to comply with
SAE J1455 and with FCC requirements. The sensor housings
effectively seal against all environmental conditions, solvents,
and sprays encountered on the exterior of a vehicle per SAE J1455,
and are connectorized. Connectors utilize a locking mechanism, are
environmentally sealed, and provide highly reliable electrical
connections under continuous shock and vibration. The sensor
configurations work effectively in clear weather, fog, rain, snow,
and sleet over an operating temperature range from about
-40.degree. C. to +85.degree. C. The sensor configurations provide
a built-in-test function that detects a malfunction in any of the
sensors.
The rear sensor control unit comprises two ultrasonic sensors 241,
243, and one radar sensor 242. The right side sensor control unit
and the left side sensor control unit both comprise three radar
sensors. It can be understood by those skilled in the art that the
configuration of the sensor control units can be modified for the
appropriate application of the trailer based collision warning
system 10. The radar sensor 242 responds sufficiently fast such
that a valid detection is communicated via displays 261, 262 within
a fraction of a second of the aforementioned object detection.
Further, ultrasonic sensors 241, 243 as well as radar sensor 242
will detect a sudden change in range for objects with radar cross
section equal to or larger than a small child (30" tall) within 10'
of the rear of the trailer. The change is communicated to the
driver as a hazard condition via displays 261, 262 within a
fraction of a second of the change.
The ultrasonic sensors 241, 243 coupled to the rear sensor control
unit 240 measure the range to any object equal to or larger than 1"
diameter pipe 3' long at a range of 6" to 12' behind the trailer
with an accuracy of +/-10% or +/-2" (whichever is greater) over the
full operating temperature range. Further the ultrasonic sensor
measures the range to a chain link fence at a range of 6" to 8'
with an accuracy of +/-10% or +/-3" (whichever is greater) over the
full operating range. Within these specified ranges, the ultrasonic
range measurement tracks the actual range for trailer speeds up to
5 mph. For trailer speeds over 5 mph to 15 mph, the range
measurement tracks actual range within 20%.
Each sensor control unit 220, 230, and 240, can be programmed in
the field during installation to indicate a mounting position and
to set variable thresholds for the sensors connected to it. Each
sensor control unit can support up to three radar sensors and three
ultrasonic sensors. As an option, each sensor control unit can
synchronize sample times on all radar sensors on a vehicle so all
radar sensors are off long enough to pulse the output of all the
radar sensors on and off.
Each sensor control unit provides, via a RS485 serial link, alarm
sensor controlled alarm on/off messages to DVI 100 based on its own
radar data and ultrasonic data. DVI 100 operates with the
information from sensor control units 220, 230, 240 to activate the
visual displays 261, 262. DVI 100 in conjunction with rear sensor
control unit 240 will not provide alarm condition or range
measurement information via the visual displays 261, 262 when the
tractor-trailer 251-250 is first shifted into reverse, unless valid
object detection has occurred. For alarms based on rear sensor
data, once an object is detected and an alarm or range condition is
visually presented to the driver, the alarm and range condition
continue to be presented visually unless the object has been
removed from the rear of the vehicle, or the transmission is
shifted out of reverse. All alarms and range measurement are
extinguished within 1 second of when the alarm clearing event
occurs.
In hybrid configurations using radar sensors and ultrasonic
sensors, if the radar sensors determine that the vehicle is in
close proximity to an object, but there is no range information
from the ultrasonic sensors, or if a malfunction is detected in the
ultrasonic sensors, the radar data will override the ultrasonic
sensor data and provide range information that is communicated to a
driver via the visual displays 261, 262. When sensor control unit
240 is configured with two ultrasonic sensors 241, 243, a
triangulation algorithm may be used to calculate actual range to
the object based on programmed spacing of the ultrasonic sensors.
The default setting for the ultrasonic sensors is seven feet. Such
triangulation is described in "Precision Measuring Collision
Avoidance," U.S. patent application Ser. No. 09/587,244, filed Jun.
2, 2000, assigned to the present assignee, and is incorporated
herein by reference.
For rear object sensing, range indications are only displayed when
the range drops below 25 feet. When an object is detected within 25
feet, the range continues to be displayed as long as the
transmission is in reverse or the four-way flasher is active.
For alarms based on side sensor data, an alarm condition is not
presented to the driver when a turn signal is first activated
unless a valid hazard condition exists at that time. Once a valid
hazard is detected, the visual warning presented on visual displays
261, 262 continues without interruption until the hazard has
passed.
FIG. 4 depicts the location of trailer mounted display 262 on the
left side of the trailer 250. The trailer mounted display 262 is
visible to a driver in the tractor 251 using mirror 254 to view the
left side of the tractor-trailer 251-250.
FIG. 5 provides a view of a trailer mounted display in accordance
with the present invention. The trailer mounted display 262 and the
trailer mounted display 261 are identical with display 261 mounted
on the right side of trailer 250 and display 262 mounted on the
left side of trailer 250. Trailer mounted display 262 includes
eight LEDs (i.e., high intensity light emitting diode modules)
263-270 vertically mounted on a narrow printed circuit board 275
encapsulated in a weather protective housing. Use of a printed
circuit board as a signal interface unit allows the LEDs to be
coupled via LED drivers to DVI 100 by a data bus rather than
individual wires for each of the LEDs. In another embodiment, the
trailer mounted display 262 includes eight marker lights mounted on
an aluminum extrusion with individual activating lines to each
marker light.
The trailer mounted display 262 is mounted on the side of trailer
250 with the LEDs 263-269 facing forward toward the tractor 251. It
is mounted near the bottom of the trailer 250 such that it can be
fully viewed in the left side mirror 254. The trailer mounted
display 261 is mounted near the bottom of the trailer 250 such that
it can be fully viewed in the right side mirror 253. Both trailer
mounted displays 261, 262 are mounted on the sides of the trailer
at a distance from the front end of the trailer 250 near the
tractor 251 such that these displays 261, 262 can be easily viewed
in mirrors 253, 254, respectively, when the vehicle is turning with
an inside angle created between the tractor 251 and trailer 250
being as little as 120.degree..
For many trailers, the mounting of the displays 261, 262 is set at
about 10' back from the front of the trailer. Additionally, the
assembly housing for trailer mounted displays 261, 262 are
resistant to contact with objects that normally do not cause
collision damage such as small branches as the branches are
slightly brushed by the trailer. Further, the housing does not
break upon impact with stones, hail stones, sand, and other common
debris found in roadways.
The trailer mounted displays 261, 262 can be included in a trailer
based collision warning system that just uses rear sensors, that
just uses side sensors (left side, right side, or both), or on a
trailer based collision warning system that uses both rear sensors
and side sensors. Although some applications only require a trailer
mounted display on one side of the trailer, most applications will
require a trailer display mounted on both sides of the trailer. The
eight LED trailer mounted display 262 is configured with a status
LED 270, a right turn indicator 269, five range LEDs 264-268, and a
left turn indication 263. The various uses of the LEDs are
associated with colors, where the status LED 270 is white, the
right and left turn indicators 269, 263 are amber, and the range
LEDs 264-268 are red. It is understood that other embodiments can
use a different color coding for the light system used.
The white status LED 270 is a system status indicator located at
the top of the mounting 275. In a normal state, where there are no
malfunctions and no turn or reverse indications, the status LED 270
is off. When the right turn signal is on, the status LED 270 will
be turned on and remain on in a steady manner, if there are sensors
on the right side of the vehicle. When the left turn signal is
turned on, the status LED 270 light will be turned on and remain on
in a steady manner if there are sensors on the left side of the
vehicle. When the vehicle is in reverse, or with flashers on in the
flasher mode, the status LED 270 will be turned on and remain on in
a steady manner, if there are sensors on the rear of the vehicle.
When communications is lost with a sensor control unit, the status
LED 270 flashes at a 4 Hz rate for 5 seconds and then turns
completely off. Until communications are reestablished, the status
LED 270 blinks at a 4 HZ for 1 second every 10 minutes. When
communications with the sensor control unit are reestablished, the
status LED 270 stays on continuously for 5 seconds and then
extinguishes. If the system detects that rear ultrasonic sensors
241, 243 are not functioning correctly, but range is provided from
the radar sensor 242, the status LED 270 is turned on and remains
on for 750 ms and then turns off for 250 ms. This on-off pattern
continues as long as there are objects detected by the radar
sensors that should be detected by the ultrasonic sensors. Signals
to the trailer mounted displays 261, 262 are provided by DVI
100.
The red range LEDs 264-268 provide range information regarding a
potentially hazardous object. These range LEDs 264-268 can be
configured in several ways. In one embodiment of the present
invention, LED 269 can be used to indicate side object detection,
while the bottom five range LEDs 268-264 can be used to provide
rear range information. Additionally, the space between LEDs 269
and 268 can be different than for LEDs 268 thru 263 providing
additional distinction between side and rear information. Each
range LED when activated provides two sets of range information,
one set associated with the LED on in a steady manner and the other
set associated with the LED on in a flashing manner. In another
embodiment, all five red range LEDs can be used to provide ranging
information for one of the three directions: reverse, right turn,
and left turn. With five LEDs having two settings, either steady on
or flashing, up to 10 ranges for the presence of an object can be
displayed. If the trailer is moving forward and an object is
detected on the right side, LED 269 will be on if the right turn
signal is active. If the trailer is moving backward and an object
is detected at close range on the right side, LED 269 will turn on
even though the right turn signal is not active. If the trailer is
moving forward and an object is detected on the left side, LED 263
will be on if the left turn signal is active. If the trailer is
moving backward and an object is detected at close range on the
left side, LED 263 will turn on even though the right turn signal
is not active. If a hazard condition is detected while the trailer
is backing up, all the LEDs will flash. In this case, no right or
left turn object detection is displayed. The rear hazard
indication, which is only active when the trailer is moving in
reverse, overrides both a right and a left turn indication.
FIG. 6 depicts a trailer mounted display 262 having six LEDs
291-296 mounted on a vertical strip 290. LED 296 is an white status
LED mounted at the top of the vertical strip 290, and operates as
described above. LED 295 is an amber indicator which turns on if an
object is detected on the right or left side with the right or left
turn signal is active or the vehicle is backing up. As an option an
additional indicator could be added to differentiate left and right
side alarms. The four red LEDs 294-291 are for rear range
information, indicating the range to the nearest object detected to
the rear of the trailer, when the trailer is in reverse. If the
tractor-trailer has no reverse indicator, the four-way flasher can
be turned on to activate the rear detection system. The ranging
information for the LEDs of FIG. 6 is provided in the following
table:
Visual Feedback Table Condition Visual Feedback Object detected at
rear with range 291, 292, 293, 294 off greater than 25' Rear
detection in range of 12' to 25' 294 on (no flashing) Rear
detection in range of 8' to 12' 294 flashing at 2 Hz Rear detection
in range of 5' to 8' 294 on, 293 on Rear detection in range of 3'
to 5' 294 on, 293 on flashing at 2 Hz Rear detection in range of 2'
to 3' 294 on, 293 on, 292 on flashing at 2 Hz Rear detection in
range of 1' to 2' 294 on, 293 on, 292 on, 291 flashing at 2 Hz Rear
detection in range less than 1' All lights 291 through 294 flashing
at 4 Hz Hazard: Sudden change in the range 291 through 295 all
flashing at to detected object behind the vehicle 4 Hz (as might be
expected if a person or vehicle were to suddenly move behind the
vehicle) Rear sensor assembly malfunction 296 flashing at 4 Hz
Object detected within 8 feet to the 295 on depending on left or
right side of the vehicle while moving turn signal being active
(i.e. turned forward on) Object detected within a 295 on
programmable range of 6" to 2' to the side of the vehicle while
backing up.
Hazard definition and visual alarm indicators are programmable. The
above table represents default parameters that can be easily
changed to suit the needs of a specific application or a specific
customer.
FIG. 7 depicts a block diagram for an audio warning system with
information signals superimposed on existing battery power wires
providing signals for audible use by external systems or
accessories, in accordance with the present invention. An audio
alarm enable signal is provided by the trailer based collision
warning system 10 to a power line carrier interface circuit 999
which is coupled to existing battery wiring running in the cable
252 between the tractor and trailer. In particular, power line
carrier interface circuit 999 is coupled to DVI 100 of trailer
based collision warning system 10. The power line carrier interface
circuit adheres to the standards for power line carrier technology
for superimposing information signals on a power line. Within
tractor 251 is a power line carrier interface circuit 991 for
recovering the information superimposed on the power line. The
power line carrier interface circuit 991 is coupled to the seven
wire cable 252, or other tractor-trailer cabling scheme, and
adheres to the standards for power line carrier technology for
receiving signals superimposed on a power line. The information
signals recovered by the power line carrier interface 991 are
converted to signals for an audio amplifier and speaker driver
system 992, which provides the signals for the speaker 993. The
audio tones as provided by the speaker 993 for warning and range
information are those described earlier in relation to the DVI,
which controls the activation of audio signals. Alternately, other
information can be provided by signaling over the seven wire cable
252 providing information on the status of the trailer based
collision warning system, hazard locations on the right side, left
side, and rear of the trailer, and relative ranging information
regarding the hazard locations.
The power line carrier interface 999 is mounted on the trailer 250
in relatively close proximity to the trailer based collision
warning system 10, or can be coupled to the trailer network
provided by bus system 280. Power line carrier interface 991, the
audio amplifier and speaker driver system 992, and speaker 993 are
mounted in the tractor 251. These units can provide audio signals
other than tones when configured with circuitry or programming to
provide audible information regarding left, right, rear,
malfunction status, on/off status, and distance information such as
a number of feet. Providing such circuitry or programming should be
understood by those skilled in the art. Alternately, the audio unit
components for the tractor 251 can be provided as a portable unit.
Additionally, information can be transferred using the power line
carrier interfaces 999, 991 to an information display unit that may
be part of or controlled by the audio unit, and may include speaker
driver system 992 and speaker 993 along with a visual display unit.
The information display unit may include only a visual display unit
depending on the application.
FIG. 8 depicts a portable audio receiver system 996 for receiving
warnings and range information from the trailer based collision
warning system 10. The portable audio receiver system 996 includes
a power line carrier interface circuit 994, an audio amplifier and
speaker driver 997, speaker 998, and an audio pick-up device 995
adapted for coupling to a vehicle cigarette lighter outlet. These
units can provide audio signals other than tones when configured
with circuitry or programming to provide audio information
regarding left, right, rear, malfunction status, on/off status, and
distance information such as a number of feet. Providing such
circuitry or programming should be understood by those skilled in
the art. The audio pick-up device 995 is slotted into a cigarette
outlet 958 in a tractor dash 957 for coupling to the tractor power
line. Alternately, the audio device 995 can be coupled to a vehicle
auxiliary power outlet 959. Additionally, information can be
transferred using the portable audio receiver system 996 to an
information display unit that may be part of or controlled by the
audio unit, and may include speaker driver system 997, speaker 998
along with a visual display unit. The information display unit may
include only a visual display unit depending on the
application.
FIG. 9 depicts a warning system for receiving an audio activation
signal by a wireless data transceiver 881 in a tractor 251 that was
transmitted from a wireless data transceiver 889 mounted on trailer
250 and coupled to DVI 100. DVI 100 receives information regarding
collision warning and range information and passes it on to
wireless data transceiver 889 which wirelessly transmits the
information to the wireless data transceiver 881 in the tractor
251. In one embodiment, wireless transceivers 889, 881 are
implemented in compliance with Bluetooth.TM. wireless technology
standards (Trademark owned by Bluetooth Sig, Inc.). In another
embodiment, the wireless transceivers 889, 881 adhere to IEEE
802.11 wireless standards. It can be understood by those skilled in
the art that wireless data transceivers 889, 881 can be used in the
present invention that adhere to a wide variety of industry
accepted standards for wireless LAN systems. Wireless transceiver
889 receives its power from DVI 100 that is coupled to the standard
seven wire cable 252 via lines 210 of FIG. 2. Alternately, the
wireless transceiver receives its power by directly coupling into
the standard seven wire cable 252. Further, audio information to be
conveyed to the driver of tractor 251 has been described with
respect to DVI 100 audio functions. The wireless transceiver 881
and speaker 883 can be mounted in the tractor 251. Alternately, a
portable wireless transceiver can be used in the tractor 251. In
addition to providing information for audio warnings, non-audio
information received via wireless transceiver 881 can be diverted
to an accessory device for visual display.
FIG. 10 depicts a portable driver feedback device 896 for receiving
audio warning and range information from the trailer based
collision warning system 10. The portable driver feedback device
896 includes a wireless data transceiver 884, speaker 886, and a
power adaptor 885 adapted for coupling to a vehicle cigarette
lighter outlet. The power adapter 885 plugs into a cigarette outlet
958 in tractor dash 957 for coupling to the tractor power line.
Alternately, the power adapter 885 can be coupled to a vehicle
auxiliary power outlet 959. In addition to providing information
for audio warnings, information for visual displays can be provided
wherein portable driver feedback device 896 controls the conversion
of information to a visual feedback device 887 or visual
display.
FIG. 11 depicts a reverse sensor 1112 mounted on or adjacent to an
axle on trailer 250. Reverse sensor 1112 is a Hall effect sensor
for providing information regarding the direction of motion of the
trailer. Alternatively, reverse sensor 1112 can be coupled to the
hub of a wheel 258 of trailer 250 to detect direction of motion of
the trailer. The reverse sensor 1112 is used in conjunction with
the rear sensors 241, 242, 243 to provide information when the
trailer 250 is backing. Alternatively, the information from reverse
sensor 1112 may be wired directly to DVI 100. Other sources for
detecting backing information include driver activation of the
four-way flashers, motion sensor detecting movement of the ground
relative to the vehicle, or information received on an existing
data bus between the tractor and trailer. The rear sensors may be
active at all times or activated when the vehicle is backing up. In
either case, range measurements and collision warnings from the
rear sensors are enabled only when the rear sensors recognize (a)
that the transmission is in reverse, (b) that the four-way flashers
are activated, or (c) that the reverse sensor detects trailer
motion in the reverse direction.
When range measurements and collision warnings from the rear
sensors are enabled, an audible hazard alarm controlled by DVI 100
will automatically extinguish within 10 seconds after being
activated. Rear range measurements are displayed when an object is
detected within 10' of the rear of the trailer. When the trailer
stops, the range data will continue to be displayed until (a) the
vehicle begins to move forward, (b) the ignition switch is turned
off, or (c) the range measurement has not changed for a specified
period of time.
In another embodiment of the present invention, a method for
indicating that a tractor-trailer is slowing down can be
implemented with the trailer based collision warning system 10. The
tractor-trailer 251-250 as depicted in FIG. 2 traveling in a
forward direction can slow down using the transmission and engine
without applying brakes. In this situation, no warning is displayed
to the drivers behind the tractor-trailer 251-250. Using a Doppler
radar sensor such as 242, or an alternate speed sensor the trailer
based collision warning system can determine a sudden slowing down
of the vehicle. When the slow down is detected, DVI 100 can apply a
signal to the brake lights of the trailer 250 to indicate to other
drivers that the tractor-trailer 251-250 is slowing down. DVI 100
continues to activate the brake lights until the vehicle stops
moving, stops slowing down, or begins to speed up. These three
conditions are detected by the sensors, which work in conjunction
with DVI 100. Examples of alternate methods of detecting trailer
speed include: (a) use of rear Doppler radar sensor, (b) Global
Positioning System receiver, (c) sensor detecting rate of trailer
tire or axle rotation, or (d) information received from an existing
data bus on the tractor and connected to the trailer.
FIG. 16 depicts DVI 100 with a means of detecting a condition in
which the trailer is slowing down and electronically turning on the
brake lights while this slowdown condition is present. In one
embodiment, DVI 100 is coupled to speed sensor 1112 to receive
signals for DVI 100 to determine a slowdown condition using speed
slowdown detection 1610 capabilities within DVI 100. These
capabilities can include software using information from speed
sensor 1112. If speed slowdown detection 1610 determines a slowdown
condition has occurred, DVI 100 can activate the trailer brakes
using a brake light interface 1611 coupled to the brake light
control line from the seven wire cable 252 coming from the tractor.
Alternatively, the brake light interface 1611 may be included in
the coupling from DVI 100 directly to the brake lights or to other
standard tractor to trailer cabling.
FIG. 12 depicts a black box recorder 1200 used in conjunction with
the trailer based collision warning system 10 to record trailer
information leading to a collision. The data measured with sensors
may either be collected by DVI 100 and provided to the black box
recorder by DVI 100 or may be received directly from the sensors
via data bus 280. The information collected for storage in the
black box recorder includes such data as (a) the range to all
objects in proximity to the trailer, (b) the relative speed of
objects in close proximity to the trailer, and (c) the location of
each object in proximity to the trailer relative to the trailer
itself. The information is stored in memory. This memory maintains
a record, in non-volatile memory, of data pertinent to system
operation, vehicle operation, and obstacle detection. Parameters
related to long periods before an accident are stored along with
parameters related to about the last two minutes leading up to an
accident. Data continues to be stored in black box recorder memory
until (a) a G-force switch detects a sudden impact, (b) a rollover
sensor detects that the vehicle has turned on its side or back, or
(c) the ignition is turned off.
FIG. 13 depicts a wireless communication system (WCS) 1300 used in
conjunction with the trailer based collision warning system 10. The
WCS 1300 communication technology may be cellular, satellite, or
other form of two-way vehicle to land-based wireless data
communication. Data collected on the status of a trailer by the
trailer based collision warning system can be communicated to the
trailer owner by WCS 1300. The WCS 1300 has a transmitter and
receiver. The WCS 1300 may be activated based on a wireless message
received by the trailer fleet owner or may be activated based on
signals received from the trailer-based collision warning system.
Status information pertinent to driver performance, near-accident
data, or actual accident data may be stored in a black box
recorder, in DVI 100, or the WCS 1300 and transmitted to the
trailer fleet owner on demand, at specific time intervals, or based
on certain events (such as an accident). In another embodiment of
the present invention, the WCS includes a system processor, memory,
a transmitter, and a receiver. Further, the WCS may include a
battery source to be used when the trailer is not coupled to a
tractor.
In another embodiment of the present invention, the sensors of the
trailer based collision warning system in combination with door
sensors and vehicle movement sensors are used to provide a security
system for the trailer. When the trailer is parked and the security
mode is activated, the trailer based collision warning system can
operate in any combination of three security modes, including: (a)
alarm based on the opening of trailer doors or fluid valve; (b)
movement of the trailer; and (c) movement of persons in close
proximity to the trailer for a pre-programmed period of time.
FIG. 14 depicts a block diagram of components of a security system
for a trailer including a security alarm unit 1400, door sensors
1451, valve sensors 1452, and an on/off key switch 1450 to be
mounted on the trailer. Valve sensors 1452 includes valve position
sensors and lift position sensors. Security alarm unit 1400 is
coupled to DVI 100 for controlling the sensors mounted on the
trailer in a security alarm mode. When the security mode is
activated by a key switch 1450 mounted on the side of the trailer,
the trailer based collision warning system goes into a low-power
mode whereby the sensors are turned on for short periods of time.
When activated, door sensors 1451 are enabled to detect doors that
have opened and valve position sensors 1452 are enabled to detect
fluid valves that have opened. Value position sensors, such as
1452, are useful with tanker trailers containing products such as
processing gases and petroleum products. Value position sensor 1452
can also be used in a security mode to provide a warning when there
is an unauthorized opening of the value to the fluid products of a
trailer, or when the value is open with the trailer in motion.
Additionally, lift position sensors 1452 can provide an indication
that the hydraulics of the trailer have been engaged such that the
trailer is in a lift position. This indication can be used to
prevent the trailer from being moved with the lift in any position
other than its normal configuration for traveling.
In addition, when activated, radar sensors are enabled to detect
movement of the trailer indicative of a trailer hijacking in
progress, and radar sensors detect continuous movement of objects
within short distances of the sides and rear of the trailer for a
preprogrammed time such as two minutes. The preprogrammed time is
to prevent false alarms from an occasional situation where someone
passes the vehicle. If a security violation is detected, a high
volume audible alarm will turn on for 30 seconds and off for five
minutes until the security violation goes away or the key switch on
the side of the trailer is turned off. The on/off time intervals
for the audible alarm can be programmably changed to meet the
requirements of a specific customer. In another embodiment of the
present invention, a security violation can be reported to local
officials or fleet headquarters through the wireless communication
system 1300.
FIG. 15 depicts a tractor 251 pulling trailer 250a coupled with
250b, commonly known as tandem trailers. Each trailer 250a, 250b
has side sensors 221a,b-223a,b controlled by sensor control units
220a,b respectively, and side sensors 231a,b-233a,b controlled by
sensor control units 230a,b respectively. Rear sensors 241b-243b
are mounted on trailer 250b with no corresponding sensors on
trailer 251a, as these sensors if mounted would detect 250b. DVI
100a and DVI 100b are coupled together by superimposing signals on
the vehicle battery power wiring of the two trailers 250a,b
contained in the standard seven wire cable 252b using power line
carrier interface circuitry. In addition power and turn signal
indicators are passed through the seven wire cable 252b for use by
DVI 100b. Alternately, DVI 100a can communicate with DVI 100b using
wireless technology. An alarm unit is coupled to DVI 100a such that
control of the visual signals is handled by DVI 100a with the
signals displayed on 261a and 262a. Audio signals are controlled by
DVI 100a as discussed earlier.
Although specific embodiments have been illustrated and described
herein, it will be appreciated by those of ordinary skill in the
art that any arrangement, which is calculated to achieve the same
purpose, may be substituted for the specific embodiments shown.
This application is intended to cover any adaptations or variations
of the present invention. Therefore, it is intended that this
invention be limited only by the claims and the equivalents
thereof.
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